Ship&#39;s hull



Sept. 24, 1929. H. K. KLOESS SHIP S HULL Filed Jan. 18, 1928 fl! Lif VeNT K,

Patented Sept. 24, 1929 UNITED STATES PATENT OFFICE HANS KARL KLOESS, OF HAMBURG, GERMANY, ASSIGNOR T BREMEN, GERMANY, AND WERNER KUNO MAIER, 0F

ERISH R. F. MAIER, OF VIENNA AUSTRIA SHIPS HULL Application filed January 18, 1928, Serial No. 247,698, and in- Germany January 22, 1927.

The invention relates to the hulls of ships, boats and the like, hereinafter referred to generically as ships, its object being to improve their form so as to diminish the total resistance, that is to say, the sum of the surface friction and wave-making resistance.

As regards the reduction of surface friction, it is necessary that the water displaced laterally by the how should follow as short a path as possible to the stern, the initial lateral displacement and the return fiow at the stern being carried out in a gradual manner along smooth curves without sudden alterations of curvature that may "produce'eddies and so forth. y

As-regards the wave-making resistance, experience shows that this factor is reduced when the ship is formed, as it were, like a triangular file placed fiat instead of with a ver- 2 tical stem and when the ships hull maintains as horizontal position as possible in the waves produced by its forward movement.

To secured this latter object, or in other words, to maintain the trim, the lines of the ship must be such that while harmonizing with the other requirements set out above, the after-body should have a sufiicient reserve displacement, so that the stern does not squat at high speeds.

With a view to embodying the requirements set forth above, the present invention consists ina ships hull having the features hereinafter described and particularly pointed out in the claims.

In the accompanying figure, which repre-' sents a body plan of one form of vessel according to the present invention, the right-hand half represents the fore-body and the lefthand half the after-body, the frames as usual 40 lying in planes transverse to the length of the shi 'I he individual frames of the after-body are numbered from 0 to 6 consecutively, the frame, 6, being amidships while the frames from amidships to the stem are numbered from 6 to 12 consecutively, intermediate or half frames being indicated at 10 and 11 the frames denoted b integers are equally spaced along the lengtg of the ship. The frames of the fore-body are determined clined to the horizontal.

the bottom of the ship increases inbreadth by choosing symmetrical points, 0, 0, outside the midship section, below the bottom of the ship and respectively to that side of its vertical longitudinal centre plane remote from the frames determined by them. The frames of the fore-body are then determined as regards their straight parts by the fact that it. produced they pass through lines drawn perpendicular to the plane of the paper of which the points 0 are the traces.

The first few frames, namely, 12, 11 and 11, are straight for the whole of their length and define the stem so that the latter overhangs while succeeding frames, 10 to 6, as

regards their straight parts define a kind ofhelical or twisted surface in which, proceeding from the bow aft, the normals to the frames become successively more and more in- At the same time and the vertical sides in depth from zero to a maximum about amidships. The twisted surface so swept out, it will be seen from the drawing, is partly above the water line WL and partly below it and is substantially in: cluded within the zone AB and CD.

As regards the after-body of the ship, other symmetrical points, 0 0, are chosen likewise outside the midship section and in the example under description somewhat above the water-line. In addition, these points must lie in the straight-line part of the frames, 6, 6, produced.

By continuing the sweeping out process, the straight parts of other frames, 6 to 0, are defined, all,'if produced, passing through the line perpendicular to the plane of the paper of which the point 0 is the trace, the normals to these frames becoming more and more incline'd to the horizontal successively towards the stern. At the same time the breadth of the bottom surfaces decreases to zero and also 1 the depth of the more or less vertical sides.

The part of the after-body swept out by the straight lines through 0 0 is therefore, as in the fore-body, a kind of helical or twisted surmarked alteration of trim.

The shape of the ships hull may therefore be summarized as follows From the overhanging how, a helical or twisted surface runs continuously from how to stern, the frames of this part of the surface being straight lines while the angles the normals to the frames make with the horizontal increase continuously from the bow to the stern. At the same time the horizontal bottom of the ship increases to a maximum breadth about amidships and then decreases to zero, while similarly the two vertical sides likewise attain the maximum depth amidships and then again decrease.

A ship so formed embodies all the desirable factors set forth above. Thus, the fore-body of the ship displaces the water laterally with only a small consumption of power while the gradually twisting surface guides the water i so displaced to the stern without shock; in addition the form of the stern provides a sufficient reserve of displacement to prevent any Such a ship as illustrated and described is suitable for values of Froudes number between 0A5 and 0.55, Froudes number being defined as the quotient of the speed of the ship in meters per second divided by the square root of ten times the length of the. ship in meters.

I claim 1.. A ships hull comprising a bottom surface and two side surfaces together withcontinuously-curved surfaces adjacent said bottom. and side surfaces, said continuouslycurved surfaces being defined by straight frames radiating from two lines differently disposed respectively for the fore-body and the after body of the ship.-

2. A ships hull as claimed in claim 1, in which said differently-disposed lines are horizontal, parallel to the length of the ship and disposed outside the midship section of the ship.

3. A ships hull as claimed in claim 1, in which the straight points of the midship frames, if produced, pass through pairs of said dilferently-disposed lines.

4. A ships hull as claimed in claim -1, in which the lines from -which radiate the straight parts of the frames of the fore-body are disposed outside the midship section and to one side of the central longitudinal vertical plane of the ship.

5. A ships hull as claimed in claim 1, in which the lines from which radiate the straight parts of the frames of the after-body are disposed outside the midship section and above the water line.

- 6. A ships hull as claimed in claim 1, having a horizontal bottom surface with a maximum breadth amidships and decreasing to zero breadth both in a. fore and an aft direction and vertical side surfaces having a maximaasea body are disposed respectively on the side of the vertical longitudinal centre plane of the ship remote from the frames determined by them.

lln'testimony whereof l have signed my name to this specification.

HANS KARL KLOESS. 

